DE10155659A1 - Method for determining the crash phases relevant for triggering a passive safety device in a vehicle - Google Patents
Method for determining the crash phases relevant for triggering a passive safety device in a vehicleInfo
- Publication number
- DE10155659A1 DE10155659A1 DE10155659A DE10155659A DE10155659A1 DE 10155659 A1 DE10155659 A1 DE 10155659A1 DE 10155659 A DE10155659 A DE 10155659A DE 10155659 A DE10155659 A DE 10155659A DE 10155659 A1 DE10155659 A1 DE 10155659A1
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- 238000000034 method Methods 0.000 title claims abstract description 7
- 230000001133 acceleration Effects 0.000 claims abstract description 11
- 230000010354 integration Effects 0.000 claims description 7
- 238000004364 calculation method Methods 0.000 claims description 2
- 230000001960 triggered effect Effects 0.000 description 3
- 230000015572 biosynthetic process Effects 0.000 description 2
- 208000027418 Wounds and injury Diseases 0.000 description 1
- 230000004888 barrier function Effects 0.000 description 1
- 230000006378 damage Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 208000014674 injury Diseases 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
- B60R21/0132—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value
- B60R21/0133—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value by integrating the amplitude of the input signal
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
- B60R21/0132—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
- B60R21/0132—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value
- B60R2021/01322—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value comprising variable thresholds, e.g. depending from other collision parameters
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Air Bags (AREA)
- Automotive Seat Belt Assembly (AREA)
- Window Of Vehicle (AREA)
Abstract
Bei einem Verfahren zum Bestimmen der für das Auslösen einer passiven Sicherheitseinrichtung in einem Fahrzeug maßgeblichen Crashphase wird ein für die in Fahrzeuglängsrichtung wirkende Beschleunigung (ax(t)) repräsentatives Beschleunigungssignal (ax) ermittelt und es werden mit dem Beginn der crashbedingten Verzögerung des Fahrzeugs gleichzeitig zwei Fensterintegrale gestartet, mit denen das Beschleunigungssignal (ax) über vorgegebene Zeitfenster summiert oder integriert werden. Das erste Zeitfenster ist kleiner/gleich der minimalen Auslösezeit zum Auslösen der Sicherheitseinrichtung, das zweite Zeitfenster ist wesentlich größer als das erste Zeitfenster. Als erste Crashphase wird der Zeitraum festgelegt, für den die Fensterintegrale denselben Wert besitzen und für den dieser Wert größer als ein Schwellwert ist.In a method for determining the crash phase that is decisive for triggering a passive safety device in a vehicle, an acceleration signal (ax) representative of the acceleration (ax (t)) acting in the longitudinal direction of the vehicle is determined, and two simultaneously occur when the vehicle begins to decelerate due to a crash Window integrals started, with which the acceleration signal (ax) is summed or integrated over predetermined time windows. The first time window is less than / equal to the minimum triggering time for triggering the safety device, the second time window is significantly larger than the first time window. The first crash phase is the period for which the window integrals have the same value and for which this value is greater than a threshold value.
Description
Die Erfindung betrifft ein Verfahren zum Bestimmen der für das Auslösen einer passiven Sicherheitseinrichtung in einem Fahrzeug maßgeblichen Crashphasen. The invention relates to a method for determining the triggering of a passive safety device in a vehicle relevant crash phases.
Bei Sicherheitssystemen in Kraftfahrzeugen, bei denen passive Sicherheitseinrichtungen, wie Airbags, Gurtstraffer, Überrollbügel und dergleichen im Falle eines gefährlichen Unfalls (i. f. auch als Crash bezeichnet), insbesondere eines gefährlichen Aufpralls, ausgelöst werden, um die im Fahrzeug befindlichen Personen soweit wie möglich vor Verletzungen zu schützen, ist es erforderlich, die einzelnen Sicherheitseinrichtungen jeweils zu einem optimalen Zeitpunkt auszulösen. Voraussetzung dafür ist das einwandfreie Erkennen eines Unfalls hinsichtlich Crashart und Crashschwere. In security systems in motor vehicles, where passive Safety devices such as airbags, belt tensioners, roll bars and the like in the event of a dangerous accident (also known as a crash), in particular of a dangerous impact, triggered by those in the vehicle To protect people from injury as much as possible, it is necessary to individual safety devices at an optimal time trigger. The prerequisite for this is the correct detection of an accident in terms of crash type and severity.
Der hierfür vorgesehene Algorithmus, der die Ausgangssignale mindestens eines
Crashsensors auswertet, muss beispielsweise folgende Eigenschaften eines Crashs
erkennen bzw. unterscheiden können:
- - Crashbeginn
- - Crashart: Offset 100% bis 25%,
- - Aufprallwinkel 30° bis 90°
- - Aufprallgeschwindigkeit.
- - Crash start
- - crash type: offset 100% to 25%,
- - Impact angle 30 ° to 90 °
- - impact speed.
Der Crash-Algorithmus muss aber nicht nur immer mehr Crashereignisse unterscheiden können, er muss darüber hinaus extrem stabil sein. Das bedeutet zum einen, dass es mit Hilfe des Algorithmus möglich sein muss, auch Unfälle (z. B. den Aufprall des Fahrzeugs gegen ein weiches Hindernis bei geringer Geschwindigkeit) zu erkennen, bei denen die Sicherheitseinrichtungen nicht (sog. NO-FIRE-Crashs) oder nur ein Teil der vorhandenen Sicherheitseinrichtungen auszulösen ist, zum anderen, dass auch die Betriebsfälle des Fahrzeugs eindeutig erkannt werden, die sich hinsichtlich des Crashsensor-Signalverlaufs von einem tatsächlichen Crash nur unwesentlich unterscheiden, beispielsweise bei einer extremen Beanspruchung des Fahrzeugs, wie sie beispielsweise bei einer schnellen Fahrt über eine Schotter-/und Schlaglochstrecke auftritt. The crash algorithm doesn't just have to do more and more crash events distinguish, it must also be extremely stable. That means on the one hand that the algorithm must be able to prevent accidents (e.g. the impact of the vehicle against a soft obstacle at low Speed) at which the safety devices are not (so-called NO-FIRE crashes) or only part of the existing safety devices On the other hand, it must be triggered that the operating cases of the vehicle are clear can be recognized, which differ in terms of the crash sensor signal curve from a Distinguish the actual crash only insignificantly, for example with a extreme stress on the vehicle, such as during a fast Driving over a gravel and pothole route occurs.
Eine weitere Schwierigkeit besteht darin, dass die o. g. Informationen über einen Crash zu einem sehr frühen Zeitpunkt, bezogen auf den Crashbeginn, vorliegen müssen. Ein Crash gegen ein starres Hindernis mit hoher Geschwindigkeit erfordert in der Regel einen extrem frühen Zündzeitpunkt, meistens kleiner als 10 ms. Die Anzahl an Informationen, die bis zu diesem Zeitpunkt vorliegen, sind aber sehr gering und in der Regel nicht stabil. Dies gilt zumindest dann, wenn beispielsweise ein oder mehrere Beschleunigungssensoren als Crashsensoren verwendet werden und ein Schwellwert als Auslösekriterium für die Sicherheitseinrichtungen dient. Erfahrungsgemäß können auch NO-FIRE Crashs diesen Schwellwert überschreiten. Another difficulty is that the above-mentioned. Information about a Crash occurs at a very early point in time, based on the start of the crash have to. A crash against a rigid obstacle at high speed requires usually an extremely early ignition point, usually less than 10 ms. The However, the amount of information available up to this point is very high low and generally not stable. This applies at least if, for example one or more acceleration sensors can be used as crash sensors and a threshold value serves as a triggering criterion for the safety devices. Experience has shown that NO-FIRE crashes can also exceed this threshold.
Der Erfindung liegt die Aufgabe zu Grunde, ein Verfahren zum Bestimmen der für das Auslösen einer passiven Sicherheitseinrichtung in einem Fahrzeug maßgeblichen Crashphase zu schaffen, das stabil ist und das in einem frühen Stadium eine eindeutige Erkennung der genannten Crasheigenschaften ermöglicht. The invention is based on the object of a method for determining the triggering a passive safety device in a vehicle significant crash phase that is stable and in an early Stage allows a clear recognition of the crash properties mentioned.
Diese Aufgabe wird durch die Merkmale des Anspruchs 1 gelöst. This object is solved by the features of claim 1.
Die Stabilität der Aussage über den Crash wird durch die Integralbildung erreicht. Sowohl die o. g. NO-FIRE-Fälle als auch die genannten übermäßigen Fahrzeugbeanspruchungen lassen sich bei entsprechender Vorgabe des Schwellwerts von den tatsächlichen Crashs mit notwendiger Auslösung der Sicherheitseinrichtungen unterscheiden. Durch die erfindungsgemäße Wahl der Integrationszeit des ersten Fensterintegrals wird bis zur frühest erforderlichen Auslösung der Sicherheitseinrichtung auch die Crashart bestimmbar. Sie lässt sich aus dem Wert des Fensterintegrals ableiten. Schließlich lässt sich auch der Crashbeginn ermitteln. The stability of the statement about the crash is achieved by the integral formation. Both the above NO-FIRE cases as well as the excessive ones mentioned Vehicle loads can be reduced if the Threshold of the actual crashes with the necessary triggering of the Differentiate between safety devices. By the choice of the invention Integration time of the first window integral is required until the earliest The safety device can also be triggered to determine the crash type. It can be derive from the value of the window integral. After all, that too Determine the start of the crash.
Der Crashbeginn kann mit Hilfe einer separaten Sensorik erkannt werden. So sind Precrash-Sensoren bekannt, die auf Objekte reagieren, die sich dem Fahrzeug nähern und bei denen aus der Annäherungsgeschwindigkeit auf einen bevorstehenden Crash geschlossen werden kann. Die Erfindung bietet demgegenüber die Möglichkeit, den Beginn des Crashs aus den Fensterintegralen selbst zurückzurechnen. Der Beginn ist gleichbedeutend mit dem Beginn der Crashphase 1. Besitzt das erste (und damit auch das zweite) Fensterintegral einen Wert, der über dem Schwellwert liegt, kann auf den Zeitpunkt zurückgerechnet werden, an dem die Integralbildung begann. Dieser entspricht dem Beginn der Crashphase 1. The start of the crash can be detected with the help of a separate sensor system. So are Precrash sensors are known to respond to objects that affect the vehicle approach and where from the speed of approach to one impending crash can be closed. The invention offers on the other hand, the possibility of starting the crash from the window integrals to calculate back yourself. The beginning is synonymous with the beginning of the Crash phase 1. Has the first (and therefore also the second) window integral one A value that is above the threshold can be calculated back to the point in time where the integral formation began. This corresponds to the beginning of the Crash phase 1.
Die sich an die Crashphase 1 anschließende Crashphase 2 lässt sich ebenfalls mit Hilfe der Fensterintegrale ermitteln. Die Crashphase 2 besitzt folgende Eigenschaften: Ihr Beginn hängt vom Beginn und von der Dauer der Crashphase 1 ab. Da diese Eigenschaften fest stehen, ist damit auch der Beginn der Crashphase 2 festgelegt. Dieser Zeitpunkt ist für alle Crasharten nahezu gleich, da die erstgenannten Eigenschaften der Crashphase 1 ebenfalls unabhängig von der Orashart sind. The crash phase 2 following the crash phase 1 can also be used Determine the help of the window integrals. The crash phase 2 has the following Properties: Your start depends on the start and duration of the crash phase 1 from. Since these properties are fixed, this is also the beginning of the crash phase 2 set. This point in time is almost the same for all types of crash, since the first-mentioned properties of the crash phase 1 also independently of the Orashart are.
Die Crashphase 2 liegt dann vor, wenn das zweite Fensterintegral einen größeren Wert als das erste Fensterintegral besitzt. Diese Aussage ergibt sich aufgrund der unterschiedlichen Berechnung der beiden Integrale und macht sich verarbeitungstechnisch dadurch bemerkbar, dass die beiden Fensterintegrale einen mit zunehmender Crashdauer zunehmend verschiedenen Integrationsbeginn aufweisen. Der des ersten Fensterintegrals verschiebt sich zunehmend und liegt jeweils um die Fensterlänge gegenüber dem aktuellen Zeitpunkt zurück, während das zweite Fensterintegral seinen Integrationsbeginn beibehält. Dieser ist durch den Beginn der Crashphase 1 charakterisiert. Crash phase 2 occurs when the second window integral has a larger one Value than the first window integral. This statement is based on the different calculation of the two integrals and makes itself Processing technology noticeable in that the two window integrals one with increasing crash duration increasingly different start of integration exhibit. The one of the first window integral is increasingly shifting and lying each time back by the window length compared to the current time the second window integral maintains its start of integration. This is through the Characterized the beginning of the crash phase 1.
An Hand der Zeichnung ist die Erfindung weiter erläutert. Sie zeigt in The invention is further explained on the basis of the drawing. It shows in
Fig. 1 den Verlauf der Crashphasen bei einem 50 km/h Frontalcrash gegen eine starre Wand und Fig. 1 shows the course of the crash phases in a 50 km / h frontal crash against a rigid wall and
Fig. 2 den Verlauf der Crashphasen bei einem 50 km/h Frontalcrash gegen eine deformierbare Barriere und 40% Offset. Fig. 2 shows the course of the crash phases in a 50 km / h frontal crash against a deformable barrier and 40% offset.
Durch die Erfindung wird es möglich, die Crashphasen zu bestimmen. Dazu gehört auch die Bestimmung des Zeitpunkts, bei dem der Crash beginnt (= Beginn der Crashphase 1 = CP1) und des Crashverlaufs nach Abschluss der Crashphase 1 (= Crashphase 2 = CP2). The invention makes it possible to determine the crash phases. That is part of it also the determination of the time at which the crash begins (= start of the Crash phase 1 = CP1) and the course of the crash after completion of crash phase 1 (= Crash phase 2 = CP2).
Ein für die in Fahrzeuglängsrichtung wirkende Beschleunigung (ax(t)) repräsentatives Beschleunigungssignal (ax) wird beispielsweise von einem auf Beschleunigungen in Längsrichtung ansprechenden und an einem Fahrzeugquerträger befestigten Beschleunigungssensor (nicht dargestellt) ermittelt. A for the acceleration acting in the longitudinal direction of the vehicle (ax (t)) representative acceleration signal (ax) is, for example, from one to Accelerations in the longitudinal direction responsive and at one Accelerometer sensor (not shown) attached to the vehicle cross member.
Mit dem Beginn der crashbedingten Verzögerung des Fahrzeugs werden gleichzeitig zwei Fensterintegrale dl1 und dl2 gestartet, mit denen das Beschleunigungssignal (ax) über vorgegebene Zeitfenster summiert oder integriert wird. Der Wert jedes Integrals ist ein Maß für die abgebaute Geschwindigkeit. Das Integral dl1 besitzt eine Integrationszeit, die zumindest annähernd gleich bis geringfügig kleiner als die über alle Crasharten und Crashfälle betrachtet kleinste Auslösezeit von z. B. 8 ms ist. Das Integral dl2 besitzt eine Integrationszeit, die mindestes doppelt so groß wie die des Integrals dl1, typischerweise gleich 24 ms ist. With the beginning of the crash-related deceleration of the vehicle two window integrals dl1 and dl2 started simultaneously, with which the Acceleration signal (ax) summed or integrated over a given time window becomes. The value of each integral is a measure of the speed reduced. The Integral dl1 has an integration time that is at least approximately equal to slightly smaller than the smallest considered across all types of crashes and crashes Tripping time of z. B. is 8 ms. The integral dl2 has an integration time that is at least twice as large as that of the integral dl1, typically 24 ms.
Besitzen die beiden Integrale denselben Wert, der größer als ein vorgegebener
Schwellwert ThCP1 ist, ergibt sich daraus:
Crashbeginn und damit Beginn der Crashphase 1 ist der Zeitpunkt Z, an dem die
Fensterintegrale ansteigen. In der Figur ist dieser Zeitpunkt der Übersichtlichkeit
halber gleich dem Zeitpunkt, an dem der Schwellwert ThCP1 erreicht wird. Das
Ende der Crashphase 1 ist durch die Integrationszeit des Fensterintegrals
vorgegeben und liegt bei ca. 8 ms nach Crashbeginn (Z). Zu diesem Zeitpunkt ist
sichergestellt, dass tatsächlich ein Crash vorliegt und die Sicherheitseinrichtungen
aktiviert werden müssen. Die hierfür erforderlichen weiteren Informationen über die
eingangs genannten Crasheigenschaften liegen ebenfalls zu diesem Zeitpunkt
zumindest teilweise vor und ergeben sich aus folgenden Eigenschaften der beiden
Fensterintegrale dl1 und dl2:
Der zumindest annähernd gleiche Wert der Integrale zu diesem Zeitpunkt ist ein
Maß für die Aufprallgeschwindigkeit und den Aufprallwinkel.
If the two integrals have the same value, which is greater than a predetermined threshold ThCP1, the result is:
The beginning of the crash and thus the beginning of crash phase 1 is the time Z at which the window integrals increase. In the figure, for the sake of clarity, this point in time is the same as the point in time at which the threshold value ThCP1 is reached. The end of crash phase 1 is determined by the integration time of the window integral and is approximately 8 ms after the start of the crash (Z). At this point it is ensured that there is actually a crash and the safety devices have to be activated. The further information required for this about the crash properties mentioned at the outset is also at least partially available at this time and results from the following properties of the two window integrals dl1 and dl2:
The at least approximately the same value of the integrals at this time is a measure of the impact speed and the impact angle.
Der in der Regel mit dem zeitlichen Abstand von diesem Zeitpunkt zunehmende Differenzwert der beiden Fensterintegrale ist für die Crashart charakteristisch. Daraus lässt auch die Crashart bestimmen bzw. die mit Hilfe des ersten Fensterintegrals vorgenommene Bestimmung der Orashart bestätigen bzw. korrigieren. Damit wird es möglich, die für die Crashphase 1 vorgenommenen Annahmen wie Crashart und voraussichtlicher Crashverlauf sowie die sich daraus ableitenden Auslösezeitpunkte für die Sicherheitseinrichtungen rückwirkend zu analysieren und soweit möglich zu korrigieren. The one that usually increases with the time interval from this point in time The difference between the two window integrals is characteristic of the crash type. From this you can also determine the type of crash or that with the help of the first Confirm the window integral determination of the Orashart or correct. This makes it possible to perform the crash phase 1 tests Assumptions such as crash type and expected crash course as well as the resulting derived triggering times for the safety devices retrospectively analyze and correct as far as possible.
Damit wird es möglich, für den jeweiligen Crash die passiven Sicherheitseinrichtungen optimal auszulösen und dadurch die Fahrgäste optimal zu schützen. This makes it possible for the respective crash to be passive Optimally trigger safety devices and thereby optimally close the passengers protect.
Claims (3)
dass ein für die in Fahrzeuglängsrichtung wirkende Beschleunigung (ax(t)) repräsentatives Beschleunigungssignal (ax) ermittelt wird,
dass mit dem Beginn der crashbedingten Verzögerung des Fahrzeugs gleichzeitig zwei Fensterintegrale gestartet werden, mit denen das Beschleunigungssignal (ax) über vorgegebene Zeitfenster summiert oder integriert werden,
dass das erste Zeitfenster kleiner/gleich der minimalen Auslösezeit zum Auslösen der Sicherheitseinrichtung und das zweite Zeitfenster wesentlich größer als das erste Zeitfenster ist,
und dass als erste Crashphase der Zeitraum festgelegt wird, für den die Fensterintegrale denselben Wert besitzen und für den dieser Wert größer als ein Schwellwert ist. 1. A method for determining the crash phase relevant for triggering a passive safety device in a vehicle, characterized in that
that an acceleration signal (ax) representative of the acceleration (ax (t)) acting in the longitudinal direction of the vehicle is determined,
that at the beginning of the crash-related deceleration of the vehicle, two window integrals are started at the same time, with which the acceleration signal (ax) is summed or integrated over predetermined time windows,
that the first time window is less than / equal to the minimum triggering time for triggering the safety device and the second time window is significantly larger than the first time window,
and that the first crash phase is the period for which the window integrals have the same value and for which this value is greater than a threshold value.
Priority Applications (7)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10155659A DE10155659A1 (en) | 2001-11-13 | 2001-11-13 | Method for determining the crash phases relevant for triggering a passive safety device in a vehicle |
PCT/EP2002/010662 WO2003042007A1 (en) | 2001-11-13 | 2002-09-23 | Method for determining the key crash phases for triggering a passive safety device in a vehicle |
JP2003543863A JP4065843B2 (en) | 2001-11-13 | 2002-09-23 | Method for determining a critical crash phase for operation of a passive safety device in a vehicle |
DE50203702T DE50203702D1 (en) | 2001-11-13 | 2002-09-23 | METHOD FOR DETERMINING THE CRASH PHASTS ASSIGNED FOR TRIGGERING A PASSIVE SAFETY DEVICE IN A VEHICLE |
ES02774640T ES2242882T3 (en) | 2001-11-13 | 2002-09-23 | PROCEDURE FOR DETERMINING THE DECISIVE SHOCK PHASES FOR THE TRIGGER OF A PASSIVE SAFETY DEVICE IN A VEHICLE. |
EP02774640A EP1444115B1 (en) | 2001-11-13 | 2002-09-23 | Method for determining the key crash phases for triggering a passive safety device in a vehicle |
US10/844,573 US6952636B2 (en) | 2001-11-13 | 2004-05-13 | Method of determining the crash phases relevant to the triggering of a passive safety device in a vehicle |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10155659A DE10155659A1 (en) | 2001-11-13 | 2001-11-13 | Method for determining the crash phases relevant for triggering a passive safety device in a vehicle |
Publications (1)
Publication Number | Publication Date |
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DE10155659A1 true DE10155659A1 (en) | 2003-06-18 |
Family
ID=7705555
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
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DE10155659A Withdrawn DE10155659A1 (en) | 2001-11-13 | 2001-11-13 | Method for determining the crash phases relevant for triggering a passive safety device in a vehicle |
DE50203702T Expired - Lifetime DE50203702D1 (en) | 2001-11-13 | 2002-09-23 | METHOD FOR DETERMINING THE CRASH PHASTS ASSIGNED FOR TRIGGERING A PASSIVE SAFETY DEVICE IN A VEHICLE |
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DE50203702T Expired - Lifetime DE50203702D1 (en) | 2001-11-13 | 2002-09-23 | METHOD FOR DETERMINING THE CRASH PHASTS ASSIGNED FOR TRIGGERING A PASSIVE SAFETY DEVICE IN A VEHICLE |
Country Status (6)
Country | Link |
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US (1) | US6952636B2 (en) |
EP (1) | EP1444115B1 (en) |
JP (1) | JP4065843B2 (en) |
DE (2) | DE10155659A1 (en) |
ES (1) | ES2242882T3 (en) |
WO (1) | WO2003042007A1 (en) |
Cited By (5)
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WO2006094857A1 (en) * | 2005-03-11 | 2006-09-14 | Robert Bosch Gmbh | Method and device for assessing at least one characteristic |
DE102007035511A1 (en) | 2007-07-28 | 2009-01-29 | Bayerische Motoren Werke Aktiengesellschaft | Preventive measures activating method for protecting passengers of motor vehicle, involves determining impact side of vehicle, and activating preventive measure as function of determined impact side during identification of offset impact |
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DE102004029373B4 (en) * | 2004-06-17 | 2012-12-13 | Robert Bosch Gmbh | Method and device for distinguishing different crash situations for the control of a restraint system of a vehicle |
US8698611B2 (en) | 2003-10-17 | 2014-04-15 | Robert Bosch Gmbh | Device for determining the instant a vehicle makes contact with an impact object |
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DE10245781A1 (en) * | 2002-10-01 | 2004-04-15 | Robert Bosch Gmbh | Method for triggering a restraint system in a vehicle |
DE102004009301A1 (en) * | 2004-02-26 | 2005-09-15 | Robert Bosch Gmbh | Impact detection device has first acceleration sensing arrangement arranged on bumper between bumper and bumper cladding with two acceleration sensors offset with respect to center of vehicle |
US20070007066A1 (en) * | 2005-07-08 | 2007-01-11 | Siemens Vdo Automotive Corporation | Peak load detection determination for deploying load limiting restraint devices |
DE102005044767A1 (en) | 2005-09-20 | 2007-03-29 | Robert Bosch Gmbh | Method and device for generating at least one feature for occupant protection |
JP2015048835A (en) * | 2013-09-04 | 2015-03-16 | トヨタ自動車株式会社 | Fuel supply control device |
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- 2002-09-23 WO PCT/EP2002/010662 patent/WO2003042007A1/en active IP Right Grant
- 2002-09-23 DE DE50203702T patent/DE50203702D1/en not_active Expired - Lifetime
- 2002-09-23 EP EP02774640A patent/EP1444115B1/en not_active Expired - Lifetime
- 2002-09-23 ES ES02774640T patent/ES2242882T3/en not_active Expired - Lifetime
- 2002-09-23 JP JP2003543863A patent/JP4065843B2/en not_active Expired - Fee Related
-
2004
- 2004-05-13 US US10/844,573 patent/US6952636B2/en not_active Expired - Lifetime
Cited By (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8698611B2 (en) | 2003-10-17 | 2014-04-15 | Robert Bosch Gmbh | Device for determining the instant a vehicle makes contact with an impact object |
DE10348388B4 (en) * | 2003-10-17 | 2016-02-04 | Robert Bosch Gmbh | Device for determining a contact time of a vehicle with an impact object |
US10078095B2 (en) | 2003-10-17 | 2018-09-18 | Robert Bosch Gmbh | Device for determining the instant a vehicle makes contact with an impact object |
DE102004029373B4 (en) * | 2004-06-17 | 2012-12-13 | Robert Bosch Gmbh | Method and device for distinguishing different crash situations for the control of a restraint system of a vehicle |
WO2006094857A1 (en) * | 2005-03-11 | 2006-09-14 | Robert Bosch Gmbh | Method and device for assessing at least one characteristic |
DE102007035511A1 (en) | 2007-07-28 | 2009-01-29 | Bayerische Motoren Werke Aktiengesellschaft | Preventive measures activating method for protecting passengers of motor vehicle, involves determining impact side of vehicle, and activating preventive measure as function of determined impact side during identification of offset impact |
DE102007035511B4 (en) | 2007-07-28 | 2019-06-13 | Bayerische Motoren Werke Aktiengesellschaft | Procedure for triggering protective measures |
DE102008045292A1 (en) * | 2008-09-02 | 2010-05-12 | Autoliv Development Ab | Inflatable seat belt for motor vehicle, has shoulder belt and lap belt connected by detour point with shoulder belt, and gas producer for filling seat belt |
DE102008045292B4 (en) * | 2008-09-02 | 2016-09-01 | Autoliv Development Ab | An inflatable safety belt for a motor vehicle and method for inflating an inflatable safety belt |
Also Published As
Publication number | Publication date |
---|---|
ES2242882T3 (en) | 2005-11-16 |
WO2003042007A1 (en) | 2003-05-22 |
US6952636B2 (en) | 2005-10-04 |
EP1444115B1 (en) | 2005-07-20 |
JP2005508792A (en) | 2005-04-07 |
DE50203702D1 (en) | 2005-08-25 |
JP4065843B2 (en) | 2008-03-26 |
US20050010346A1 (en) | 2005-01-13 |
EP1444115A1 (en) | 2004-08-11 |
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